Automobile construction



1931. A. H. LEAMY 4 1,834,164

' AUTOMOBILE CONSTRUCTION Filed o z'. so. 1929 2 Sheets-Sheet 1 Q Infant A/an jazzy j WWW A. H. LEAMY 1,834,164

Dec. 1, 1931.

AUTOMOBILE CONSTRUCTION 2 Sheets-Sheet 2 Filed Oct- 30, 1929' Alan [Ea/22 T 2% v orngy Patented Dec. 1, 1931 UNITED STATES PATENT, OFFICE ALAN H. LEAMY, OF AUBURN, INDIANA, ASSIGNOR TO MANNING & 00., OF CHICAGO,

ILLINOIS, A. CORPORATION OF ILLINOIS AUTOMOBILE CONSTRUCTION Application filed October so, 1929. Serial No. 403,397.

This invention relates to improvements in automobile constructions and it consists of the mattershereinafter described and more particularly pointed out in the appended claims. I

The present inventionfisparticularly concerned with the front spring and axle and parts associated tlierewitlnof an automobile. It is known that where a front spring flexes in use'the theoretical axis of the flexing is located approximately at a point forwardthe rear end of the spring, so. that the axle and all parts directly connected therewith travel man are described .aboutsaid axis during such flexing. This arcuatetravel of the axle throws the king pin or spindle of both, front wheels, as well as all associated parts of the steering mechanism outof their normal plane, so that steering case is disturbed and unnecessary wear isinduced in saidsteering mechanism parts. I The primary object of the present invention is to provide a simple and eflicientmeans which readily permits the flexing of i the spring and coacts therewith toholdall parts in their normal plane during .the flexing of the spring.

Another object of the invention is to provide a means which is operatively connected with the frame and front axle respectively and coacts with the spring to form a parallelogram arrangement, whereby said axle and the parts connected therewith are maintained in their normal plane during the flexing of the spring so that their actions are in no manner affected during such flexing of the spring.

These objects of the invention as well as others together with the many advantages thereof will more fully appear as I proceed with my specification.

In the drawings Fig. 1 is a view in side elevation of the front end portion of an automobile embodying my improved construction.

Fig. 2 is a vertical sectional view through the same as taken on the line 22 of Fig. 1.

Fig. 3 is a view in top plan elevation of the parts shown in Fig. 1.

Referring now in detail to that embodiment of the invention illustrated in the accompanying drawings :-1 indicates as a whole the front end portion of the left hand member ofan automobile frame and 2 indi-' cates the usual front spring operatively connected thereto at its ends by the shackle links 3 and bracket 4 respectively. 5 indicates the transversely extending front axle of the auto mobile which as shown herein 1S tubular. The

springs 2 are herein shown as underslung so with respect to the axle and the midportlon of each spring is connected tovsaid axle by the usual U-shaped clamps 6. Each end of the axle is bent upwardly and the extremity thereof is formed, to receive an associated steering knuckle 7, which is pivoted thereto by the usual king pin 8. Said knuckle carries the spindle 9 to receive a front wheel 10. Both knuckles 7 include steering arms 11 that are connected together by a drag link 12 and the left hand knuckle also includes a knuckle thrust arm 13 to which is operatively connected the usual steering arm thrust rod 14. The rod 14. is of course connected to the usual steering mechanism operable as by the usual steering wheel which is not herein shown. Theforegomg description fairly exemplifies structure found in the modern automoblle driven from the rear axle. Although such a construction has been substantially accepted as standard it has one serious disadvantage which is overcome by my improved construction. It is well known that when the conventional front spring flexes in use upon the road as when the front wheels engage bumps and depressions therein, the theoretical axis of flexation is located at a point a short distance in advance of the point attachment of the rear end of the spring. For convenience I have indicated this axis point by an arrow head in F ig.. 1 which bears the reference numeral 15.

In the flexing of saidsprings, it is apparent that the axle and all parts such as the steering. knuckle 7, together with the king pin 8 and parts whereby steering turning movement is imparted to the wheels, must travel in an are described about the point 15 as an axis. Thus in such movement a change from thenormal position is produced not only in the king pin but also in the various steering arms and the like which imparts shocks to the steering wheel and makes steering of the automobile harder and more tiresome whereby absolute control is lessened to that extent.

In connection with the structure, previously mentioned, I provide a rigid arm 16 disposed =.substantial1y parallel with and :above the rear half of the spring and the rear end thereof is pivoted to the chassis frame "memher 1. as for-example bya ball and soclret joint 17 which is disposed in substantially-.theperpendicular plane-of the axis point as best shown in Fig. 1. To the axle 5ito=the out-side of the spring seat and clamp 6 I provide an upstanding bracket 18 which is rigidly secured to the axle. As shown herein said lbracket straddles the axle '5 land .is bolted at its bottom and to the axle as at '19 and is pinned at its mi'd portion as-atQO to the'plate '21 on the axle that .receives the "U -'bolts 6.

The top end of said bracket is connected as by a ball .and socket joint 22 "tofthe "front end of the arm 16 as best shown in 1.

'Thus the arm, secured to the frame andaxle .30 parts associated therewith do not travel in an are but do travel in or are confined to a substantially perpendicular plane so that all ,parts are maintained in their normal planes. With said parts thus maintained in their normal planes it is apparent that no quick short movements are imparted tothe steering wheel,whichmovements'have at times jerked the wheel from out of the driver sihands and have caused serious accidents.

By means of the ball joint connection for both ends of the arm "16 as mentioned "lateral sway of the chassis with .respect to the axle isperniitted and there is no breakage offparts 'onthis'a'ccount. It is pointed out, of course, that such connections do not'ne'cessarily'lhave 'tobe ofthe ball joint type because any connection which will permit the sway mentioned will suffice. Ordinarily there will be one of such'arm's at each side of the automo- ;bile,"but where conditi'ons so permit a single arm 'p'ositi'oned midway between the "springs will be operative.

The construction described is simple and has 'many advantages. "It permits of an easier and fbetter :controlled steering and therefore reduces shimmying. "It :also reduces the transmission of road shocks to ithe steering wheel so that the fatiguedeveloped in longruns is eliminated.

While "in describing my invention, I have referred "in detailto the form, arrangement and construction of parts forming one embodiment of said invention, the same .is to be considered 'merely'as illustrative of said embodiment so therefor I do inot'wish to be llim- :member associated with and of a length approximating that of the flexible part of one end :pmvtion of the s ring operatively connected at one end to t e top end of said arm and-at its other end to said frame member and coacting with the .fiexible part of said spring portion to form a 'parrallelogram arrangement holdingthe axle against 'arcuate swinging movement "in the "flexing of the spring.

2. An automobile construction embodying therein a "frame member, a front axle, a spring connected at its mid portion to the axle and having oppositely extending .end

portions operatively connected to the frame, an upstanding arm'lixed "to the axle to one :side of the mid portion of thesprin'g, means pivota'l'ly connecting one end of said rigid member with "said arm, and means pivotally -"connectin glthe other end of said rigid member with saidframe;said rigid member coacting with thefiexibl'e part of the sprin 'to form a para'lledogram arrangement holding said axle against arcuate swinging movement in the flexing (if the spring, said two last mentioned means provided the pivotal connection for the rigid .member being so "formed as to accommodate 'ailatenmovement between said spring and frame.

In .testimony "whereof, I have hereunto set *myhand;this26th'day of October,.1929. ALAN 'H. LEAMY. 

